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AdvancedVehicle Technology
To my long-suffering wife, who has provided sup-
port and understanding throughout the preparation
of this book.
Advanced
Vehicle Technology
Second edition
Heinz Heisler MSc., BSc., F.I.M.I., M.S.O.E., M.I.R.T.E., M.C.I.T., M.I.L.T.
Formerly Principal Lecturer and Head of Transport Studies,
College of North West London, Willesden Centre, London, UK
OXFORD AMSTERDAM BOSTON LONDON NEW YORK PARIS
SAN DIEGO SAN FRANCISCO SINGAPORE SYDNEY TOKYO
Butterworth-Heinemann
An imprint of Elsevier Science
Linacre House, Jordan Hill, Oxford OX2 8DP
225 Wildwood Avenue, Woburn, MA 01801-2041
First published by Edward Arnold 1989
Reprinted by Reed Educational and Professional Publishing Ltd 2001
Second edition 2002
Copyright
#
1989, 2002 Heinz Heisler. All rights reserved
The right of Heinz Heisler to be identified as the author of this work has been
asserted in accordance with the Copyright, Designs and Patents Act 1988
No part of this publication may be reproduced in any material form (including
photocopying or storing in any medium by electronic means and whether
or not transiently or incidentally to some other use of this publication) without
the written permission of the copyright holder except in accordance with the
provisions of the Copyright, Designs and Patents Act 1988 or under the terms of
a license issued by the Copyright Licensing Agency Ltd, 90 Tottenham Court Road,
London, England W1T 4LP. Applications for the copyright holder's written
permission to reproduce any part of this publication should be addressed
to the publishers
Whilst the advice and information in this book are believed to be true and
accurate at the date of going to press, neither the authors nor the publisher
can accept any legal responsibility or liability for any
errors or omissions that may be made.
Library of Congress Cataloguing in Publication Data
A catalogue record for this book is available from the Library of Congress
ISBN 0 7506 5131 8
For information on all Butterworth-Heinemann publications
visit our website at www.bh.com
Typeset by Integra Software Services Pvt. Ltd, Pondicherry, India
www.integra-india.com
Printed and bound in Great Britain
1 Vehicle structure
1.1 Integral body construction
1.2 Engine, transmission and body structures
1.3 Fifth wheel coupling assembly
1.4 Trailer and caravan drawbar couplings
1.5 Semi-trailer landing gear
1.6 Automatic chassis lubrication system
2 Friction clutch
2.1 Clutch fundamentals
2.2 Angular driven plate cushioning and torsional damping
2.3 Clutch friction materials
2.4 Clutch drive and driven member inspection
2.5 Clutch misalignment
2.6 Pull type diaphragm clutch
2.7 Multiplate diaphragm type clutch
2.8 Lipe rollway twin driven plate clutch
2.9 Spicer twin driven plate angle spring pull type clutch
2.10 Clutch (upshift) brake
2.11 Multiplate hydraulically operated automatic transmission clutches
2.12 Semicentrifugal clutch
2.13 Fully automatic centrifugal clutch
2.14 Clutch pedal actuating mechanisms
2.15 Composite flywheel and integral single plate diaphragm clutch
3 Manual gearboxes and overdrives
3.1 The necessity for a gearbox
3.2 Five speed and reverse synchromesh gearboxes
3.3 Gear synchronization and engagement
3.4 Remote controlled gear selection and engagement m
3.5 Splitter and range change gearboxes
3.6 Transfer box power take-off
3.7 Overdrive considerations
3.8 Setting gear ratios
4 Hydrokinetic fluid couplings and torque converters
4.1 Hydrokinetic fluid couplings
4.2 Hydrokinetic fluid coupling efficiency and torque capacity
4.3 Fluid friction coupling
4.4 Hydrokinetic three element torque converter
4.5 Torque converter performance terminology
4.6 Overrun clutches
4.7 Three stage hydrokinetic converter
4.8 Polyphase hydrokinetic torque converter
4.9 Torque converter with lock-up and gear change friction clutches
5 Semi- and fully automatic transmission
5.1 Automatic transmission consideration
5.2 Four speed and reverse longitudinally mounted automatic transmission
mechanical power flow
5.3 The fundamentals of a hydraulic control system
5.4 Basic principle of a hydraulically controlled gearshift
5.5 Basic four speed hydraulic control system
5.6 Three speed and reverse transaxle automatic transmission mechanical
power flow
5.7 Hydraulic gear selection control components
5.8 Hydraulic gear selection control operation
5.9 The continuously variable belt and pulley transmission
5.10 Five speed automatic transmission with electronic-hydraulic control
5.11 Semi-automatic (manual gear change two pedal control) transmission
system
6 Transmission bearings and constant velocity joints
6.1 Rolling contact bearings
6.2 The need for constant velocity joints
7 Final drive transmission
7.1 Crownwheel and pinion axle adjustments
7.2 Differential locks
7.3 Skid reducing differentials
7.4 Double reduction axles
7.5 Two speed axles
7.6 The third (central) differential
7.7 Four wheel drive arrangements
7.8 Electro-hydralic limited slip differential
7.9 Tyre grip when braking and accelerating with good and poor road
surfaces
7.10 Traction control system
8 Tyres
8.1 Tractive and braking properties of tyres
8.2 Tyre materials
8.3 Tyre tread design
8.4 Cornering properties of tyres
8.5 Vehicle steady state directional stability
8.6 Tyre marking identification
8.7 Wheel balancing
9 Steering
9.1 Steering gearbox fundamental design
9.2 The need for power assisted steering
9.3 Steering linkage ball and socket joints
9.4 Steering geometry and wheel alignment
9.5 Variable-ratio rack and pinion
9.6 Speed sensitive rack and pinion power assisted steering
9.7 Rack and pinion electric power assisted steering
10 Suspension
10.1 Suspension geometry
10.2 Suspension roll centres
10.3 Body roll stability analysis
10.4 Anti-roll bars and roll stiffness
10.5 rubber spring bump or limiting stops
10.6 Axle location
10.7 Rear suspension arrangements
10.8 Suspension design consideration
10.9 Hydrogen suspension
10.10 Hydropneumatic automatic height correction suspension
10.11 Commercial vehicle axle beam location
10.12 Variable rate leaf suspension springs
10.13 Tandem and tri-axle bogies
10.14 Rubber spring suspension
10.15 Air suspensions for commercial vehicles
10.16 Lift axle tandem or tri-axle suspension
10.17 Active suspension
10.18 Electronic controlled pneumatic (air) suspension for on and off road use
11 Brake system
11.1 Braking fun
11.2 Brake shoe and pad fundamentals
11.3 Brake shoe expanders and adjusters
11.4 Disc brake pad support arrangements
11.5 Dual- or split-line braking systems
11.6 Apportional braking
11.7 Antilocking brake system (ABS)
11.8 Brake servos
11.9 Pneumatic operated disk brakes (for trucks and trailers)
12 Air operated power brake equipment and vehicle retarders
12.1 Introductions to air powered brakes
12.2 Air operated power brake systems
12.3 Air operated power brake equipment
12.4 Vehicle retarders
12.5 Electronic-pneumatic brakes
13 Vehicle refrigeration
13.1 Refrigeration terms
13.2 Principles of a vapour-compression cycle refrigeration system
13.3 Refrigeration system components
13.4 Vapour-compression cycle refrigeration system with reverse cycle
defrosting
14 Vehicle body aerodynamics
14.1 Viscous air flow fundamentals
14.2 Aerodynamic drag
14.3 Aerodynamic lift
14.4 Car body drag reduction
14.5 Aerodynamic lift control
14.6 Afterbody drag
14.7 Commercial vehicle aeordynamic fundamentals
14.8 Commercial vehicle drag reducing devices
Index
1 Vehicle Structure
1.1 Integral body construction
The integral or unitary body structure of a car can
be considered to be made in the form of three box
compartments; the middle and largest compart-
ment stretching between the front and rear road
wheel axles provides the passenger space, the
extended front box built over and ahead of the front
road wheels enclosing the engine and transmission
units and the rear box behind the back axle
providing boot space for luggage.
These box compartments are constructed in the
form of a framework of ties (tensile) and struts
(compressive), pieces (Fig. 1.1(a & b)) made from
rolled sheet steel pressed into various shapes such
as rectangular, triangular, trapezium, top-hat or a
combination of these to form closed box thin gauge
sections. These sections are designed to resist direct
tensile and compressive or bending and torsional
loads, depending upon the positioning of the mem-
bers within the structure.
Fig. 1.1 (a and b) Structural tensile and compressive loading of car body
1
[...]... sound generation and its dissipation 10 collision, but overall alignment may also be necessary if the vehicle' s steering and ride characteristics do not respond to the expected standard of a similar vehicle when being driven Structural misalignment may be caused by all sorts of reasons, for example, if the vehicle has been continuously driven over rough ground at high speed, hitting an obstacle in the road,... a glancing blow from some other vehicle or obstacle etc Suspicion that something is wrong with the body or chassis alignment is focused if there is excessively uneven or high tyre wear, the vehicle tends to wander or pull over to one side and yet the track and suspension geometry appears to be correct Alignment checks should be made on a level, clear floor with the vehicle' s tyres correctly inflated... points This is repeated from the other side At the points where these two arcs intersect a straight line is made with a plucked, chalked cord running down the middle of the vehicle This procedure should be followed at each end of the vehicle as shown in Fig 1.9 Once all the reference points and transverse and diagonal joining lines have been drawn on the Fig 1.8 Collision body safety which depends upon... compressive resistance with the minimum of weight and blend in with the roofing A drip rail (Fig 1.2(4)) is positioned in between the overlapping roof panel and the cantrails, the joins being secured by spot welds Window and door pillars Windscreen and rear window rails Cantrails Roof structure Upper quarter panel or window Floor seat and boot pans Central tunnel Sills Bulkhead Scuttle Front longitudinals... crumble zones with very little impact energy actually being dissipated by the central body cell 1.1.6 Body and chassis alignment checks (Fig 1.9) Body and chassis alignment checks will be necessary if the vehicle has been involved in a major Table 1.1 Summary of function and application of soundproofing materials Function Acoustic materials Application Insulation Loaded PVC, bitumen, with or without foam... particularly in low gear, which would cause excessive misalignment and strain on such components as the exhaust pipe and silencer system 8 To restrict engine movement in the fore and aft direction of the vehicle due to the inertia of the engine acting in opposition to the accelerating and braking forces 1.2.3 Rubber flexible mountings (Figs 1.10, 1.11 and 1.12) A rectangular block bonded between two metal... flexibility in the horizontal longitudinal, horizontal lateral and vertical axis of rotation At the same time they must have sufficient stiffness to provide stability under shock loads which may come from the vehicle travelling over rough roads Rubber sprung mountings suitably positioned fulfil the following functions: Double inclined wedge mounting (Fig 1.18(b)) The inclined wedge angle pushes the bonded rubber... guide the towing eye as the truck is reversed and the jaws approach the drawbar Isolating the coupling jaws from the truck draw beam are two rubber blocks which act as a damping media between the towing vehicle and trailer These rubber blocks also permit additional deflection of the coupling jaw shaft relative to the draw beam under rough abnormal operating conditions, thus preventing over-straining the . Advanced Vehicle Technology
To my long-suffering wife, who has provided sup-
port and understanding throughout the preparation
of this book.
Advanced
Vehicle. Afterbody drag
14.7 Commercial vehicle aeordynamic fundamentals
14.8 Commercial vehicle drag reducing devices
Index
1 Vehicle Structure
1.1 Integral